Variable speed transmission



April 1939- -R. ERBAN I VARIABLE SPEED TRANSMISSION 5 Sheets- Sheet IFiled March 15, 1935 v INVENTOR, v Biafiaaxl Ez'Za/m ORNEY.

April 4, 1939. R ERBAN 2,152,796

VARIABLE S PEED TRANSMI S S ION A NEY.

April 4, 1939. R. ERBAN VARIABLE SPEED TRANSMISSION Filed March 13, 19355 Sheets-Sheet 3 INVENTOR,

April 4, 1939. R, E B N 2,152,796

VARIABLE SPEED TRANSMISSION Filed March 15, 1955 5 Sheets-Sheet April 4,1939. R. ERBAN I VARIABLE SPEED TRANSMISSION Filed March 13, 1935 5Sheets-Sheet 5 I INVENTOR,

Patented Apr. 4, 1939 UNITED STATES VARIABLE SPEED TRANSMISSION RichardErban,

ban Patents New York, N. Y., assignor to Er- Corporation, New York, N.Y., a

corporation of New York Application March 13,

29 Claims.

This invention relates to power transmission mechanisms of the toricrace and roller type and in particular to torque loading systems for usein connection wtih such mechanisms and adapted for generating axialpressure for the purpose of insuring the adhesive contact between theraces and rollers, which contact is necessary for the proper functioningof such a system.

In one of its phases my invention deals with thetransformation of theeffects of torques entering or passing through the toric race and rollersystem whereby their effects on the system for the purpose of torqueloading can be controlled to obtain desired characteristics. Thesecharacteristics of my torque-loading system, are the relations betweenthe power transmitted by the transmission and the contact-pressure (orcontact load) which will insure positive transmission of power with thehighest efficiency at all speed ratios; or, in other words, my torqueloader is a structure which avoids overloads in the contact pressure.Overloads not only cause additional losses but also shorten the usefullife of the transmission. For transmissions, of the toric race androller type, it is known that the axial pressure should varysubstantially in proportion to the torque transmitted by the rollercarrier (or spider) which is also called reaction torque, in order toget results which are close to the theoretical ideal curve ofefiiciency. However, on the other hand, if the axial load changes inproportion to the torque transmitted by either one or the other race, acondition results where the system is extremely overloaded at one end orthe ly the power transmitting capacity of the trans mission. This can bereadily understood if one considers a toric transmission, in which thetorque loader is connected to the output race, and, therefore, operatedby the output torque. If, with the roller in high speed position, thetorque loader develops just the right amount of axial load, then whenthe roller contact with the race is shifted toward outward positions,the 45 axial load will increase more than is desired or necessary wtihthe increasing output torque. If the torque increase is nine fold, theaxial load will likewise increase nine fold; but since the rollercontact with the race has shifted farther away from the axis, it needsonly three time the former pressure for a positive drive. From this, itfollows that the roller contact with the race is subject to a pressurethree times greater than necessary. This means that the losses areapproximately three times as great, and further, that the other of thespeed range, thereby limiting severe- 1935, Serial No. 10,777

useful life of the rollers is only 1/27 (3 of what it could be if thecorrect amount of load were applied. And in case where there are thrustbearings subject to the axial load, these bearings are likewise subjectto this heavy stress and must 5 be dimensioned accordingly. An increaseof the dimensions by 44% will be necessary in order to fully compensatefor this load, and the transmission will be three times heavier than theone with the correct load characteristic. These con- '10 ditions mayvary somewhat depending on the particular type of transmission.

From another view point this invention relates to reaction torqueloading, that is a torque loading system functioning in response to theresultant of the torques passing through the system and generating anaxial pressure, for effecting the contact of the races and the rollers,and bearing a predetermined relation to this resultant.

My invention therefore contemplates to use a torque loading device inconnection with the races and rollers, and causing a variation of thetorque which renders the torque loader effective; such variation beingdependent upon changes in '25 the sped ratio of the transmission andfollowing a curve close to the theoretical optimum conditions, asexplained'herebefore. This is generally done by combining severaltorques to jointly operate the torque-loader, or by splitting a torqueinto several components, one of which is used to operate the torqueloader, alone or in combination with other torques, as the case may be.For securing this result I have shown several systems in which thetorques are separated '35 into several components, some of which aretransmitted through a lever system in which their characteristics arechanged, and after which changes they are reunited and passed throughthe device for generating axial pressure to be applied 40 at the contactpoints.

For the attainment of the aforementioned objects and such other objectsas will hereinafter appear or be pointed out, I have illustrated severalembodiments of my invention in the drawings, in which;

Figure 1 is a central longitudinal sectional View through the form ofpower transmission system having my invention applied thereto, only theupper half of the system being shown;

Figure 1A is a detail view of the roller mountmg; 7

Figure 1B is a detail view in section, taken on the line lB-IB of Figure1, looking in the di rection of the arrows;

Figure 2 is a detail view of a modification of one of the elements ofthe construction shown in Figure 1;

Figure 3 is a view of another modification of a portion of theconstruction shown in Figure 1;

Figure 4 is a central longitudinal sectional view of another form ofpower transmission system having my invention applied thereto;

Figure 5 is a sectional view on the line 55 of Figure 4 looking in thedirection of the arrow, and showing a system of pivoted levers fortransmitting torques;

Figure 6 is a sectional view substantially on the line 66 of Figure 4,looking in the direction of the arrows, and showing certain details ofthe roller carriage;

Figures 6A and 6B are views, in section, of the reverse gear of Figure 4and similar to the showing thereof, but showing the reverse gear indifferent positions of adjustment;

Figure 7 is a central longitudinal view of still another form of powertransmission mechanism with my invention embodied therein;

Figure 8 is a detail view, on an enlarged scale of a portion of theconstruction shown in Figure 7;

Figure 9 is a perspective view of one of the details of my invention;and

Figure 10 is a sectional view showing an external planetary constructionsuch as might be used in connection with the construction of Figure 4.

In Figure 1 I have attempted to show, by way of example, a toric racepower transmission system having a single set of rollers positionedbetween a pair of races andprovided with a spider type of torque loadingdevice. Although either of the two shafts may be the driving shaft andthe other respectively the driven shaft, it will facilitate thedescription if I is considered as the driving and 2 as the driven shaft.One of the toric races of the system, is suitably connected with thedriving shaft I, such as by the dog 6. Axial thrusts of the race 3 aretaken up by a bearing 1, shown as of the ball bearing type, andtransmitted to the supporting frame, shown as a housing I6 surroundingthe entire mechanism. The driven race, also of the toric type, is shownat 4, and is connected to the shaft 2 by the keylike element 3, and itsaxial thrusts are taken up by a bearing shown as comprising a ring II),disposed around the shaft 2, and provided on 'one side with an annulargroove for the bearing balls 9, and on its other side with torquegrooves, that is, short grooves, varying progressively in depth, inwhich are located pressure balls II. The torque grooves are illustrated,by way of example, in Figure 1B which is a section taken on line IB-IBof Figure 1. Complementary torque grooves are provided in the annulartorque flange I2, and are disposed around shaft 2. The flange I2 isshown as pivotally mounted in relation to the housing I], by theprovision of a spherical seat in the housing with which a complementarysurface on the flange engages, but is held against rotation relative tothe housing by a pin I3, shown as provided with a spherical head andpassing into the slots I3a of the flange I2. The rollers 5, forming asymmetrically disposed set of which only one is shown in Figure 1, may,for purposes of adjusting the speed ratio, be mounted in pivoted framesI4, shown in further'detail in Figure 1A, and carried by the member I5,which will hereafter be referred to as the spider, and which is mountedso as to be freely rotatable upon the shaft 2, and is provided on itsouter rim with slots 2I, only one of which, however, is shown in Figure1.

The aforementioned ring I0 which forms one side of the torque loadingdevice, is shown as mounted within a disc I9 and as suitably connectedto it as by key 23. The disc I9 is shown as provided on its outer rimwith slots 20 corresponding in number and position to the slots 2! ofthe carrier I5. The casing or housing H has inwardly extendingprojections, provided with slots I8, which slots are positionedintermediate of and register longitudinally with the slots 20 and 2I,aforementioned. A lever 22 is so disposed within each set of registeringslots I8, 20 and 2I that it forms an operative flexible connectionbetween the spider I5, the housing I1, and the torque flange I0, and forthis purpose spherical enlargements 26, 21 and 28 may be formed in eachlever, where it engages the walls of the respective slots. The lever 22is shown in Figure 1 as a lever of the flrst class, that is, one thathas its fulcrum intermediate its ends, so that its ends will move inopposite directions about the fulcrum, which in this case is at theenlargement 21.

The operation of this mechanism will now be explained. Assuming thatshaft I is rotating clockwise, when viewed from the left-hand end of thedrawing, as indicated by the arrow at, then shaft 2 will rotate in theopposite direction as indicated by the arrow b, that iscounterclockwise, and the spider I5, if free to rotate, would rotateclockwise. Since, however, it is held against rotation, it cannotrotate, but the reaction torque of the carrier will still tend to causeit to rotate clockwise. and consequently due to the action of the levers22, the disc I9, and with it the torque flange IE), will tend to rotatein a direction opposite to that of the spider I5, that iscounterclockwise. It is obvious that the peripheral force applied by theend of each lever 22 within each slot 20, is greater than the peripheralforce between the other end of the lever and the slot 2I, in proportionto the leverage. In other words, since the radii of the points ofapplication of this force in relation to the axis of the system, that isthe axis of shaft 2, are equal, for the construction shown in Figure 1,the torque applied to the disc I9 will be increased over the reactiontorque of the carrier l5 in the same proportion, that is, in the ratiodetermined by the levers 22. It may be noted that such an increase intorque can also be'obtained, without changing the leverage, by movingthe point of application, of the lever in slot 20 radially outward, thatis farther away from the axis of the transmission.

shown, consists of a cylindrical part 22a with spherical ends 2600 and28a, inserted respectively in sides or cylindrical holes 2Ia and 2811,while slidably mounted on the cylindrical part 22a is a sphericalcushion 25, surrounded, so as to be .pivotally movable therein, by asuitably formed block, which in operation is slidable in the slot I800of an extension of the casing ling movement of the fulcrum 24, 25 can becorrelated to the external means for changing the I la.- Controlabouttwice as speed ratio of the power transmission, so as to automaticallyvary the torque loading characteristics in a predetermined relation tothe speed ratio.

In Figure 3 a leverage system is shown in which the lever is of thesecond class, that is, one in which the fulcrum is at one end of thelever, and

the load is applied between the fulcrum and the point of application ofpower. The figure is self-explanatory, similar numerals having been usedfor the parts as were used for Figure 1, but the letter b has been addedto distinguish them. It should however be noted that in this case thedisc l9 and the torque flange Ill will move in the same direction as thespider 15. For the same conditions as were shown in Figure 1, that is,where the leverage ratio I 8b-2lb to I 827-2012 is about 2 to 1, thetorque upon flange I is great as the reaction torque of the carrier [b.

A torque loading system such as described, has many advantages, as willnow be pointed out. Since the pressure developed between the torqueflanges l0, I2 depends, for a given torque, upon the angle of the torquegrooves, very small angles for these grooves are necessary if greataxial pressure is to be obtained by a relatively small torque. Suchsmall angles, however, result not only in manufacturing difiiculties butalso give a decreased efliciency of the device in operation. Therefore,from both standpoints, the angles for the torque grooves should be asgreat as possible, which in turn means that a comparatively great torquehas to be applied in order to get a great axial component. The abovedescribed system accomplishes the utilization of relatively smallreaction torques for the production of large axial pressures, withoutnecessitating torque grooves of small angles.

Another advantage of my system consists in the reduced inertia moment ofthe torque load system under dynamic conditions. In a system withstraight reaction torque loading, that is, one in which the spider I5 isdirect connected to the disc l9, the moment of inertia that must beovercome by the traction between race 3 and the rollers 5 comprises themoments of inertia of the spider l5, including that of the rollers 5,and of the disc l9 and the flange II]. This inertia must be overcomebefore the torque flange I!) can be turned relatively to I2 far enoughto set up the necessary additional axial pressure. In the constructionof Figure 1 the angular movement of the disc I9 and the flange i0 isonly about one half that of the spider [5, so that the moment of inertiaof these parts will be reduced by the leverage systems to only onefourth of its former value. This means that less traction force isnecessary between race 3 and rollers 5 in order to operate the torqueloading device III, II, I 2.

If a lever of the second class be used, such as shown in Figure 3 at22?), both of the above ad vantages would still be present. The designshown in Figure 1, however shows a third advantage over a straightreaction torque loading arrangement, which exists only in a lesserdegree in an arrangement such as in Figure 3. It has been shown that thereaction torque of the roller carrier tends to move it in the samedirection as the driving shaft, and that the torque flange I0 ispositioned between the pressure balls H and the thrust bearing 9, whichlatter runs in an opposite direction to the driving shaft I. It isobvious that internal friction of the thrust bearing 9 tends to move'thetorque flange It! in the same direction as the driven shaft 2, so that,if this flange is so arranged that it turns in the same direction as theshaft 2, such frictional forces exerted upon the flange ID will increasethe useful torque upon this flange, and thereby increase the axialpressure upon the whole system. Such an eifect takes place in aconstruction such as that shown in Figure 1. In a direct or straightreaction torque loading system how'- ever, the spider moves the flangeH1 in the opposite direction to the shaft 2, and in this case, thefrictional forces of the bearing 9 decrease the useful torquetransmitted to the flange l0 and therefore also decrease the axialpressure exerted upon the whole system. While under normal conditionsthe frictional forces of the bearing 9 may be so small as not tointerfere with the proper functioning of the transmission, yet theeffects thereof may become very serious in the case of a defect in thebearing 9. A loss in the bearing 9 increases the load upon thetransmission which must be transmitted from the driving shaft throughthe rollers and races. There should therefore be a correspondingincrease in the axial pressure upon the whole system in order to permitthe transmission of the necessary force to overcome such increased losswithin the bearing 9. But at the same time the torque corresponding tothe frictional losses of bearing 9 acts upon the flange ID in oppositionto the reaction torque transmitted to that flange from the spider 15, sothat only the difference of these torques acts upon the balls H in thetorque grooves to develop a correspondingly decreased axial pressure. Inmost cases this decreased axial pressure will not be sufiicient tomaintain adhesive contact between the rollers 5 and the races 3 and 4,and slippage and destruction of the transmission will follow.

In the arrangement of Figure 3 the torque applied to the flange Ill fromthe spider I5 is in the opposite direction tothe friction torque of thebearing 9, and therefore only the difference of the torques is appliedto the torque loading device. This is somewhat similar to what takeplace in a direct torque loading arrangement. However it must beobserved that in Figure 3 the torque applied to flange Ill from theroller carrier I5 is considerably increased due to the leverage system,so that a much larger amount of friction can occur in the bearing 9without causing damage.

Figure 4 shows a toric transmission. of the differential type, that is,one in which a planetary differential gear system is associated with thetoric race and roller system. It consists, broadly considered, of anouter member in the form of an internal spur gear which transmits thegreater part of the power, and a toric variable system in series withthe sun gear, which transmits the lesser part of the power.

Referring now in detail to the parts of Figures 4, 5 and 6, it will beobserved that two shafts 3| and 35 are there shown in axial alignment.For the sake of simplicity of explanation the shaft 3! will be referredto as the driving shaft, and the shaft 35 as the driven shaft, althoughit is to be clearly understood that either shaft may function as thedriving or as the driven member in relation to the system.

It will further be observed that an intermediate shaft 32, axiallyaligned with, shafts 3i and 35, and having its ends 33 and 3d journalledrespectively within hollow portions of the ends of shafts 3| and 35respectively, is interposed between said shafts and acts as a supportfor the toric and the differential systems.

A race 36, provided with a toric traction surface, is shown as freelymounted on a spherical enlargement 36a of the shaft 32, so that it mayslide and pivot universally in relation thereto. A second race 31, alsoprovided with a toric raceway and complementary to the race 36, is shownas mounted on the rollers 31a surrounding the shaft 32 so that it mayturn about shaft 35 and move axially in relation thereto.

Rollers 39, rotatably mounted in frames 43, carried by and tiltable inrelation to a carrier M, of spider form, and which will hereinafter bereferred to as the spider, are positioned between the races and inadhesive driving contact with the to-ric raceways thereof for purposesof power transmission, all as customary.

The race 36, is in driving relation to the driving shaft 3|, although ithas limited freedom of movement in relation thereto, as will now bedescribed. A torque flange 46 is mounted on shaft 32 so as to berotatable therewith, but is at the same time provided with an enlargedbore, permitting lateral and pivotal movement thereof in relation toshaft 32. It is provided with a spherical surface 69 engaging acomplementary surface provided on a pressure element 45 keyed to theshaft 32, but slidable in relation thereto. A pin'or key 16 carried byelement 45 and engaging a groove in flange 46 prevents rotation inrelation to 45, without interfering with its pivotal movements. A not46a on the shaft 32 provides means for adjusting the position of theelement 45 and consequently of the flange 46.

Race 36 and flange 46 are provided with cornplementary torque grooves,which may be similar to the grooves shown in Figure 1B, in which aredisposed the torque loading balls 41, and thereby a driving connectionbetween flange 46 and race 36 is established.

Connection between the driving shaft 3! and the race 36 is establishedby a system of levers shown in detail in Figure 5, and comprising levers50 pivotally mounted on pins 5! carried by the drum-like extension 52provided on the end of shaft 3i. The inner ends of levers 56 engageslots 43 provided on flange 46, and the outer ends of the leverssimilarly engage slots 49 provided on race 36. It will be observed thatthe ends of the levers are provided with rounded enlargements, whichengage the aforementioned slots. It will be apparent from thisdescription that the levers are capable of limited pivotal movement soas to permit relative movement between race 36 and members 52 and 46.

A pressure member 38 carried by shaft 32 and provided with a ball race,coacts with a corresponding groove in race 31 to receive bearing balls53 and thereby to provide an abutment furnishing the axial reactionpressure when the torque loading ssytem functions, the member 38 beingheld against axial movement as by a shoulder on shaft 32.

The differential system, which, as has been stated, is of the planetarytype, comprises a central or sun gear 60 of spur type, having teethshown at 6|, jounalled on shaft 32 and connected for direct drive to therace 31 by a member 59 keyed to gear 6|, and having notches in itsperiphery to receive lugs 58 provided on race 31. The outer member ofthe planetary system is constituted by the internal spur gear 66 carriedby a member 61 connected for direct drive from shaft 32 as by a flange68 carried by the end of shaft 32. The planetary gears 62, meshing ontheir opposite sides respectively with the sun gear 60 and the internalgear 65, are journalled on pins 63 carried by the cage 64 that has adriving connection, through lugs engaging in notches in the cage '64,with a member 65. The latter has a driving connection with a shaft 35through the intermediary of a reverse gear system, denoted as a whole bythe letter R, and which will be described in detail hereinafter.

If in the system shown in Figure 4, we assume that the shaft 3| weredirectly connected to the shaft 32, and consequently directly connectedto the internal gear 66, while the race 36 were coupled only to theshaft 32 through the torque loading device 41-46 (leaving out the levers50 and fulcrums 5|), then it will be found that the torque loadingsystem produces an axial pressure with output torque-loadingcharacteristic, which has all the serious disadvantages explainedearlier in this specification. To arrive at these conclusions, thefollowing reflections will prove helpful: If the ring gear 66 is drivenfrom the shaft 32, and the carrier of the planetary wheels 62 isconnected to the driven shaft 35, and if we further assume that therollers 39 would not exist, then it is apparent that no power can betransmitted from the driving to the driven shaft, unless the sun-gear 60is prevented from rotating freely. If the sun-gear 60 is stopped fromrotation altogether then all of the power of shaft 32 will betransmitted to the shaft 35 (except, of course for friction losses inthe gears). If however the sun-gear is not held with sufficient forceagainst rotation, it will spin in a direction of rotation opposite thatof the shaft 32. Since the race 31 is directly connected to thesun-gear, it also will have a tendency to rotate in the oppositedirection of shaft 32.

If now we assume that the rollers 39 were transmitting movement andpower to the race 36, and that the race 36 including the elements 41-46were free to rotate with respect to the shaft 32, for instance, byremoving the key connection 69-16, we find that the race 36 has atendency to rotate in the same direction as the shaft 32. If we assumethat free rotation of the race 36 is now prevented by a brake actingupon the rim of that race, it will be found that such application of thebrake will slow down the race 31 as well and also the sun-gear 66,thereby causing the planetary wheels 62 to revolve and to transmit powerto the driven shaft 35. The more the sun-gear '66 is slowed down, thegreater will be the portion of the power of the shaft 32 that will betransmitted to the shaft 35. That portion of power, which causes thesun-gear to rotate is destroyed by the brake which acts upon the rim ofrace 36. Now, assumed that the brake is removed from the rim of the race36, and made to act upon the element 46, it appears that the effect ofthe brake will be the same as before, as far as the slowing down of thesun-gear is concerned; it further appears that now the power and torque,which tend to make the race 36 and the element 46 rotate against therestraining effect of the brake, have to pass the torque-loader ball 41,thereby generating an axial pressure in proportion to the torquedelivered from the race 36 to the element 46 and taken up by the brake.Therefore, since the power enters the toric friction gear system by therace 31, and leaves it by the race 36, the latter is the'out-put raceand the axial pressure generated will follow the output-torqueloading-characteristic as has been previously explained.

Inspection of Fig. 4 will show that the sunear 60 tends to rotaten-times faster than the shaft 32, if n is the ratio between the ringgear66 and the sun-gear. It follows therefrom that the race 36 likewise willtend to rotate faster than the shaft 32; and since it is rotating in thesame direction as the shaft 32, the slowing down of the race 36 can beaccomplished by providing a keyed connection between the element 46 andthe shaft 32, as shown in the drawings at 69-46-45. The element 46 isnow held back against the tendency of the race 36 to rotate faster, andthis relative rotation between the race and the element 46 causes thetorque-loader balls 41 to generate an axial pressure. The power andtorque transmitted from the race 36 to the element 46, which wasformerly destroyed by the brake assumed to be acting upon the element46, is now, with the brake left off, transmitted from 46 to 45 and tothe shaft 32, where it unites with the torque coming from the drivingshaft 3|, and the united torques drive the ring-gear 66.

Tilting the rollers 39 will permit to slow down the sun-gear 60 more orless, thereby also changing the speed of the out-put shaft 35. It isclear, that if the ratio of the variable system is such as to allow thesun-gear to spin three times as fast as the shaft 32, the speed of thedriven shaft 35 can be slowed down to zero. It may be well to considerhere briefly what happens if the sun-gear would be driven faster thanthree times the speed of shaft 32. Inspection of the drawings will showthat then the planetary wheels 62 will start to revolve around thesungear in a direction opposite to that of the ringgear 66, or, in otherwords in the same direction that the sun-gear is rotating. Considerationof the fact, that now the sun-gear and the output shaft are rotating inthe same direction, while the ring-gear is rotating opposite thereto,will disclose that now the sun-gear is the driving part, while thering-gear is the driven part that carries a split portion of the totalpower back to the variable system. And since the sungear is the drivingpart, the main power passes from theshaft 3| to shaft 32 (still leavingout the levers and hence through the elements 45-46-41 to the race 36,through the roller 39 to the race 31 and on to the sun-gear 60. Theback-feed torque, which now comes from. the ring-gear 66, unites in theshaft 32 with the torque of the shaft 3|, and these united torques thenpass along the way just above described. It is evident that thetorque-loading characteristic now obtained will correspond toinputtorque loading, since it is the torque of the race 36, which is nowinput race, that is made to operate the torque load device 4641.

Therefore, in order to obtain one of the objectives of the presentinvention, that is a characteristic of the axial load which correspondsto the reaction torque of the spider 4|, it is necessary to generate theaxial pressure by a torque which is equivalent, or in a knownproportion, to the sum of the torques of each of the two races, insteadof using the entire torque of either one race alone. In order tosimplify the following considerations, they will be made for the case inwhich the sun-gear is slowed down in its tendency to rotate faster thanthe shaft 32, and where the race 36 is therefore the out-put race forthe back-feed power, although it is to be understood that a similarconsideration can be made for the other case.

With race 36 being the out-put race, it is evident that its torquepasses through the torque loading device 41-46.

It will now be shown how the torque of the disc 31 is made to passthrough the torque loading system 41-46. It will be observed that thetorque of the race 31 is always present at the sun wheel 60 of theplanetary, and the torque of the internal gear 66 of the planetary isalways in a fixed proportion of the torque to the sun wheel 60, thisproportion being equal to the ratio of the planetary. It is thereforeobvious that the torque in the shaft 32, which is the same as that inthe internal gear 66, is always in a fixed proportion to the torque ofthe race 31. If, therefore, the torque within the shaft 32 were to bemade to pass through the torque loading system, the pressure created bythis system would be always in a predetermined proportion to the torqueof the disc 31. If such pressure is then applied to the race 36 inparallel with the pressure exerted on the race 36 by the balls 41, thetotal pressure would then correspond to or be proportional to the sum ofthe torques of the races 36 and 31, which is the task we set out toaccomplish.

The torque within the shaft 32 consists, as heretofore shown, of backfeed torque of the race 36 plus the torque of the driving shaft 3|.Instead of passing this sum of the torques through the torque loadingdevice we can pass its components. The torque of the race 35 has alreadypassed the torque loading device 41. It is now desired to produce anaxial pressure in addition to the one already produced at 41, and forthis purpose the torque grooves at 41 are made with a smaller angle soas to produce more pressure.

The only problem remaining is to produce an axial pressure bearing acertain proportion to the driving torque of shaft 3|. This might be donein a simple way by connecting the drum 52 directly to the race 36, inwhich case all of the driving torque would pass through the torqueloading pressure system 41, along with the torque delivered by the race36. This, however, would not correspond to a true reaction torqueloading characteristics, as that part of the axial pressure developed bythe driving shaft 3| would be predominant and the result would besomething half-way between reaction torque loading and input torqueloading. The reason for this is that the ratio of the planetary gear inthe illustrated disclosure is different from one to one. .This will beclear if it is remembered that in a one to one position of the rollersof the variable system, as shown in Figure 4, the torques of both racesare equal, and therefore each should furllllSh one half of the necessaryaxial pressure. This means that, the system 4641 remaining unchanged,the torque of 31 would have to pass therethrough without being increasedor decreased in size.

If therefore we suppose the ratio of the planetary to be one to one,that is, the pitch diameter of 6| equal to the pitch diameter of 66, itthen becomes obvious that the torque of 31 will be found in the shaft 32unchanged as to size but acting in the opposite direction. Therefore inthis case we would have to pass the torque of 32 through a torqueloading system of the same dimensions as 4146. It follows from this thatfor any such ratio of the planetary system 6 |66 which is not equal to 1to 1, the torque transmitment of which is clearly ted through 66 willtorque of the race 31 and therefore only a part of the torque of 32'should be passed through the torque loading device system of the samedimensions as 41. This can be done by splitting the torque of the shaft3| between the race 36 and the flange 46, and is accomplished in myconstruction by means of the levers 50, the arrange- V disclosed inFigure 5, which shows the torque splitting system as seen fromtheleft-hand side of Figure 4.

The operation of this device will now be described. The torque of shaft3! is transmitted to the pins 5I and from there one part passes throughlevers 58, through the flange 46, and the shaft 32 and into the ringgear 66. Another part of the torque of shaft 3| goes from levers 50through the slots 49, into the disc 36, where it unites with the torquethat is delivered to this disc by the rollers 39, and the united torquespass through the torque loading system 41 to the flange 46, and thereunite with that part of the driving torque which was delivered directlyto theflange 46. The sum of all of these torques then goes to the shaft32.

special feature of my invention, useful in connection with the spider4I, so as to permit free adjustment of the spider and. to prevent anyradial loads between the hub 42 and the shaft 32, may here be referredto. This feature consists in assembling the spider within a loose ring42a (seeFigures 4 and 6), and connecting it with this ring so that it iscapable of a slight transverse movement along one diameter; this can bedone, for instance, by providing the spider with radial slots 54 whichcooperate with projections 55 of the ring 42a. The ring itself is thenconnected to the housing in a similar man her but so that it can slidetransversely, that is, in a direction 90 from the first mentionedsliding movement. The slots 56 of the ring 42a engage with pins 51 ofthe casing. Only torques and no radial forces can be transmitted betweenthe casing and the spider, and besides that the spider can adjust itselfin any direction, within certain limits, within the casing.

The details of the reverse gear R, heretofore mentioned, may beunderstood from Figure 4 in connection with Figures 6A and 6B. A stubshaft 35 is carried in an extension S of the transmission casing C, andjournalled therein at its exterior end. At its other end it issurrounded by the housing 88, which housing is keyed at 82 to the member65, and this whole assembly may be journalled in the casing C asindicated at 84. The shaft 35 is shown as hollow at one end, and ashaving journalled therein the extension 34 of shaft 32. Pins 86 arecarried by the housing 88 and thereon are mounted the member 81 carryingtwo pinions 94, 96, respectively of different diameters. Thecontrolmember 88 is slidable on the shaft 35 and may be adjusted by anysuitable arrangement, whether manual or automatic, indicatedsymbolically by the letter L. This control member is provided with teeth93 adapted to engage only the pinion 96 of member 81 or to slide into aposition at which it engages both the pinion 96 and teeth 89 formed onthe housing 88. Member 88 is also provided with a second set of teeth 9|that are adapted to engage teeth 98 provided on a member 90a fast to thecasing S. The shaft 35 carries in driving relation thereto a pinion 92to mesh with the teeth 94 of member 81.

The operation of this gear will be clear from be increased as againstthe FiguresGA and 6B, the former representing the forward drive positionand the latter the reverse drive position.

Referring first to Figure 6A, it will be observed that the member 88 hasbeen slid into a position in which the member 81 is locked in relationto the housing 89 because of the engagement of the pinion 93 withpinions 96 and teeth 89. It will be obvious that under these conditionsthe member 81 cannot be rotated in relation to the housing and thattherefore as the housing rotates, due to the engagement of pinions 94and 92, it carries the shaft/35 with it. In other words the whole geartrain is locked so as to function as an integral unit.

When it is desired to reverse, the control member 88 is slid to theleft, so that the teeth 9| thereof engage the teeth 98 on the housing.In other words the member 88 is held against rotation. As the housing 88rotates the member 81, which is in engagement with the pinion 93 ofmember 88, now stationary, is caused to rotate about the pin 86 and, dueto pinion 94 of the member 81 with the pinion 92 on shaft 35, the latteris forced to rotate in a direction reverse to that of the housing.

,Figure 7 shows a transmission system based upon the same dynamicprinciple as the transmission in Figure 4. The construction of thisfigure comprises a double toric variable system, that is, a toric systemin which the power is divided into two parts which travel along parallelpaths each through a variable toric system, these toric systems beingvariable similarly and simultaneously.

The spur gear planetary system instead of being located on the sameshaft as the toric systems is located on a parallel shaft.

Referring now to Figure 7 in detail, the shaft I82 carries the toricsystem, and the shaft I45 parallel thereto carries the planetary systemQ. The shaft I82 is connected through the planetary system P to theshaft IIlI. For convenience of description this shaft IIlI willhereinafter be referred to as the driving shaft, and the shaft I45 asthe driven shaft. It is to be understood, however, that the shaft I45may also function as a driving shaft and the shaft IIJI as a drivenshaft. Shaft I02 is supported at one end in the bearing I05 provided inthe hollow end of shaft IIJI, and at its other end in the bearing I86 ofthe casing I66 of the transmission.

Assuming then, for purposes of description, that the shaft IOI is thedriving shaft, the races III] and [Illa may be described as the drivingraces, and the races III and la as the driven.

races. Intermediate the races H8 and III are located sets of rollingbodies IIZ similar to those of Figures 1 and 4, journalled for rotationin the frames II3, tiltable for purposes of varying the speed ratio, asare the frames I4 of Figures 1 and 1A and mounted in a carrier II4. Thislatter will hereinafter be referred to as the spider. A similar systemof rollers I I2a between races I Ina and Id, and carried by adjustableframes I I3a,

is mounted on the spider II4a. The driven races III and I l Ia aremounted so as to be freely rotatable about the hub of a gear wheel II6provided with teeth II1, that may conveniently, although notnecessarily, be of helical type and which in turn is mounted forrotation on a sleeve II5 surrounding the shaft I92, and which sleeve mayalso be supported by the two spiders I I4 and I I4al Power istransmitted from the driven races III and "la to the gear II6 through asystem of rollers I I9, only one of which is shown in Figthe. engagementof iire '7, although it will be understood that they are symmetricallydisposed about the axis of shaft I02, and which are shown as providedwith oppositely directed conical faces engaging inclined Walls orgrooves II8 provided in the races. The purposes of this constructionwill be described in detail hereinafter. For the present it is enough tostate that if the speed of the races I I I and I I la is the same, therollers II9 will not rotate about their own axes, but will be carriedabout the axis of shaft I02 and carry with them the gear wheel II6.Should one of the races rotate faster than the other, the roller willbegin to rotate about its own axis by way of compensation, and the gearwheel I I6 will rotate at a speed which is the average speed of the tworaces.

The shaft I02 is provided with an enlargement I 03 intended to serve asan abutment for the torque loading system, as will appear later, and itis also provided with an enlargement I04, which may be spherical, andwhich serves as a seat for the driving race III] which is provided withan enlarged bore for that purpose and as a result of which it may pivotabout the enlargement I04 and slide over the enlargement at the sametime. Rotation of the race H in relation to the shaft I02 is preventedby the pin I38, engaging a slot provided in the bore of the race' I I0.

The other driving race, I Ilia, is driven from the shaft I02 by thespring plate I66, which is of the type known as Belleville spring,carried by a member I6I, and being shown as attached thereto by rivetsI68, and the rim of plate I66 is provided with slots engaging with lugsI63 carried by the race IIOa. The member I 6| is provided with aspherical seating surface I59 for the race I I0a and is splinedinternally to engage corresponding grooves in the shaft I02, thisconstruction preventing rotation of the hub relatively to the shaft I02,although permitting sliding thereof along the shaft. A nut I62 isprovided on the end of the shaft for adjusting the axial position ofmember I6I and for holding it in such position.

The purpose of the assembly just described is threefold.

First of all it supports the race IIOa with respect to axial pressure soas to permit the pivot member I6I to make adjusting movements withoutinterfering with the correct position of the race IIOa. To accomplishthis the spherical seat I59 is provided on both the pivot and thecooperating part of the race IIIla. The center of curvature of thespherical seat I59 is located within the pivot member I6I and thereforepermits a pivotal movement around this center. The pivot member may beout of true axial alignment, because of play in the spline constructionand on account of a slight mis-alignment of the nut I62, withoutinterfering with the correct alignment of the race.

Secondly the construction serves to transmit torque between the race Gaand the shaft I02, and thirdly it serves to apply an initial pressure tothe entire system of races and rollers, this last function beingaccomplished by the spring plate I66.

Intermediate the shoulder formed by the enlargement I03 of the shaft I02and the race H0 is a torque loading system comprising a torque flange I3| and a pressure plate I32, these two members being in contact alongthe spherical bearing surface I33, and being provided with enlargedbores which permit their lateral and pivotal movement about the shaftI02. Torque balls I35 are interposed between the race I I0 and thetorque flange I3I and these are positioned in torque grooves, which maybe of any suitable type such as the type already described in connectionwith the construction of Figure 1 and shown in Figure 1B. A ball raceI34 is positioned intermediate the pressure plate I32 and theenlargement I 03.

The planetary system P comprises the inner or sun member I23, the hub ofwhich is provided 10 with a sleeve-like extension on which arepositioned bearings of any suitable type, such as roller or needlebearings I21, for journalling thereon the hub I26 of the outer gear I25of the planetary system. Thrust members I28 and I29 are provided on theextension of sun gear I23 and these transmit the thrusts of member I 26to shoulders on the shaft I02. Such members are particularly neededwhere the gears are of the helical type. The intermediate members orpinions I22 of the planetary system are carried on the pins I2I of acarrier I20 on the end of shaft NH, and these pinions mesh with the sungear indicated as at I and also with the outer gear.

A sleeve I36 serves to establish a power con- 25 nection between the hubI26 of the outer gear I25 of planetary system P and the torque flangeI3I, and this result may be effected as shown by way of illustration bylugs or extensions I 3'! on the sleeve I36 that engage openings in thehub and by notches in the sleeve I36 engaged by lugs I3Ba on the torqueflange I3I. The lugs or notches of each set are oppositely disposed inrelation to shaft I02 and the respective lugs I31 and I3Ba arepositioned on diameters at right 35 angles to each other. Thisconstruction which is indicated diagrammatically in Figure 7, may beclearly understood from an inspection of Figure 9, which shows thesleeve I36 in perspective.

As a result thereof the sleeve I36 will be capable 40 of universaladjustment without impairment of its power transmitting function.

The sun gear I23 is carried by the shaft I02 in splined relationthereto, as shown at I 23a, but is free to slide along the shaft exceptas restrained by the nut I24 on the shaft I02, which serves to limit itslongitudinal movement.

The shaft 545 is shown as journalled at both ends in the casing as shownat I58a and I4Ia, and for convenience the bearing I4Ia may be positionedwithin the sleeve I4I of a removable portion I40 of the casing I65 ofthe transmission. The sleeve I M serves as a seat for the bearing I 42on which is journalled a member I43 which carries at one end thereof theinternal gear wheel 549 of the planetary system Q, and at its other endthe spur gear I44 which meshes with a gear I39 formed on the peripheryof the member I26 of planetary system P. Pinions I55, meshing with theouter member I49 of the planetary sys- I46 to which is keyed at I56, byany suitable 70 means preventing relative rotation and longitudinaldisplacement, such as a tangential key, the spur gear I60, meshing withthe gear wheel II6 at I51. The gear wheel may be journalled in a bearingI64 provided in the casing I65 which 7 8 serves to give additionalsupport to the sleeve I46 and the parts carried thereby.

It will be understood that any or all of the gears used in my improvedconstruction may be of any desired type, for example, of the helicaltype. Where the gears H6, I60 are of the helical type, provision againstaxial thrust has to be made. The wheel I60 is supported as againstradial forces practically at its center if the ball bearing I6I ispositioned as shown in Figure 7, and this also takes care of the thrustof the helical gears as far as wheel I66 is concerned. Gear wheel I I6will transmit its thrust to: either of the races III or II ia, therebyincreasing the axial pressure upon one of the two toric systems. Thisincrease will, however, ordinarily be less than one per cent of theaxial pressure between the races and rolling bodies, for any angles ofthe helical teeth within practical limits. Its influence upon the to-ricsystems can therefore be practically neglected.

The sun wheel I54 is centered upon, the shaft I45 by a sleeve bearingI4'I. In a properly manufactured planetary gear, there should be noradial force acting upon the sun wheel and therefore no bearing ofparticular capacity is necessary in this place. Where a helical sunwheel I54 is used, the connection between I46 and ISO must be designedto take care of the axial thrust thereof, and the difference betweentheaxial thrusts of I54 and I60 will then be taken up by the ballbearing I64. An axial thrust equal to the one acting upon sun gear I54will be exerted upon the ring gear I49 and be transmitted tothe drumI43, which also receives the axial thrust of the gear I44, which mayalso be helical. The difference of the two last named axial forces istaken up by the ball bearing I42 which also cen ters the wheel I44against radial forces.

A flange is shown at I58 in the end of shaft I45, which is splinedthereto and serves as a convenient way to transmit the power. As shown,it may be positioned intermediate the shaft I45 and the bearing I58a.

It will now be attempted to explain the operation of the device. Theraces III and la correspond to 3'! of Fig. 4. The carrier I5I of theplanetary is connected to the driven shaft I45 similarly to thearrangement of, Figure 4. The sun wheel I54 of the planetary Q, asalready mentioned, is connected to the races III by means of the gearsH6 and I60 which are shown as meshing at I51, and the ring gear I49 ofthe planetary Q is driven through the gears I44 and I26 from the drivingshaft IDI. The races III and IIIa. turn together with gear wheel H6 ashas already been explained, but, because of the differentialcompensating construction involving the rollers I I5 they may rotate atdifferent relative speeds. For purposes of simplifying the followingexplanation of operation the races III and the wheel II5 will beregarded as rigidly connected, so that these three parts rotate as onebody, although, as will appear later, such is not strictly the case.

-In order to get the same torque load characteristic as in Figure 4, itis necessary to unite the torques of races H6 and HM and to pass themthrough the torque loading system I35, I3I associated with race H6, andthen to carry the torque tothe gear wheel I26, to be transmitted to thegear wheel I44 and the ring gear I49. This is accomplished by myconstruction.

Race IIIIa, as already explained, is connected with the shaft I62byfimeans of the spring disc parts I3! and I32 are thus free to rotatein relation to the shaft, while transmitting axial pressure totheshoulder I03.

It will therefore be seen that the torque of the two races: I III and IIiia, which correspond to race 36 of Figure 4, passes through the torqueload-' ing device and is delivered after passing through I3I, I36, I26,and I44, to the ring gear I49 of the planetary Q, and, to follow out theprinciple of the construction of Figure 4, the torque from shaft I6Imust be divided into two portions, one of which will pass directly intothe planetary Q, while the other portion is passed through the torqueloading system. For this purpose the shaft I6! is connected to thecarrier I20 of planetary P, which is provided with the pins I2 I whichcorrespond to the pins 5| of Figure 4, and which carry the pinions I22that mesh on the outside with the internal gear I25 and on the insidewith the sun wheel I34. As a result of this arrangement that part of thetorque from IIII which passes through gear I25 and its hub I26 and fromthere to the gear I44, is directly trans mitted to the ring gear I49 ofthe planetary Q, whereas that part which is transmitted to the inside,that is to the sleeve I23, passes to the shaft I42, and then via the keyor driver I38, to the race I II), from which it passes, together withthe other torques, to the torque loading system I35, and further,through I3I and I36 to the wheel I26.

If the ratios between the wheels IIS and I66, as well as between thewheels I26 and I44, are one to one, then the conditions for the torquesplit by the gear system I22-I25-I30 are the same as in the constructionof Figure 4. If, however, ratios different from one to one are employedin either and I26, I44, this determining the proportion in I22, I25,I36.

On referring to Figure 8 the details of the rollers II9 that are mountedbetween the races III and IIIa. may be readily understood. As previouslyexplained these rollers engage the races within the grooves H8 of theraces and for that purpose the rollers are provided with beveledsurfaces that engage the races at points C, C, D, D.

Taking the first point of contact D as illushas to be compensated for infor the torque split of the two sets of gears II6, I60.

trative of the action taking place at all the points 4 of contact, itwill be observed that the axial pressure transmitted from the race I Ito the roller H9 at the point D may be denoted by :02 and, if the anglebetween this component p2 and the contacting surface of the wedge shapedgroove race I II is called alpha, then the pressure P2 perpendicular tothe groove surface at D will be greater than :02 in the inverseproportion to the sine of alpha.

The purpose of the wedge formation on the contacting surface of rollersII9 will now be understood. By varying the angle of the conical surface,the pressure at the point of contact can be multiplied to any desireddegree and in that manner the adhesive contact pressure at the rollersII9 can be made great enough to transmit a peripheral force greater thanthat which is transmitted at the point E, between the roller the raceHi. This is necessary for the proper transmission of the torque if theradial distance T2 of the roller H9 is substantially smaller than theradius 71 of the contact point E. The wedge shape construction would beunnecessary if m were not smaller than about six-tenths n, as thedifference in the traction coefiicients between i l 2 and III on oneside and Hi and M9 on the other side will still give a satisfactoryresult from a practical standpoint. Since, however, the rollers arepositioned within the gear lit, and practical considerations requirethat the diameter of this H2 and gear be in the neighborhood of one halfthe distance between the shafts I02 and M5, which dis tance must be theminimum possible, it will generally be necessary to position the rollersH9 at a point roughly one-third of the distance m from the shaft axis tothat position of the point E, or point of contact between the roller andthe race, when it is at its maximum distance from the axis of shaft I02.An increased contact pressure at the points and D is therefore required,approximately in proportion to the ratio T2 to T1. It is further to beobserved that the points C and D should preferably be located in theline M, N, that will intersect the corresponding line passing through C,D at the point N located on the axis of shaft l 02, that is, at a pointthat is symmetrical to the races and at the same time positioned on theaxis H32.

In Figure is shown an external planetary construction such as might beused in place of that shown in Figure 4. For ease of comparisoncorresponding parts have been given reference numerals identical withthose of Figure 4 except that they have been primed.

The shaft 32', corresponding to the shaft 32 of Figure 4, is shown ascarrying keyed thereto the housing 2M that carries journalled therein aset of pins 203, carrying the external planetary gears 205, each.provided with two sets of teeth 261 and 209, formed on different pitchdiameters.

The member 59 is shown as provided with gear teeth 2| I meshing withteeth 28'! of the planetary gear 205, and the housing 80' of the reversegear R is shown as having, in keyed relation thereto at 82', a sleeveZi3 provided with gear teeth 2l5 meshing with the teeth 26%) of thepinion 285.

It will be observed that this construction differs from that of Figure 4in that the planetary carrier is in driving relation to the shaft 32',instead of with the driven end.

It will be understood that the disclosures herein of the Variousembodiments of my invention are by way of illustration only and thatthey are not to be construed in a limiting sense, and that my inventionis not to be considered as limited in any other way than as defined inthe appended claims.

Having thus described my invention and illustrated its use, what I claimas new and desire to secure by Letters Patent, is:

1. In a power transmission system having a toric driving race and atoric driven race and rollers in adhesive driving contact with saidraces for transmitting power therebetween, a carrier for said rollersadapted for angular displacement about the axis of the races, a torqueloading means associated with said races and adapted to generate anaxial pressure to maintain the adhesive driving contact between saidraces and rollers, said torque loading means comprising a pivotallymounted element, and a member associated with the roller a line, such ascarrier and said pivotally.

mounted element and adapted to transmit motion from the roller carrierto said element.

2. In a power transmission system having a toric driving race and atoric driven race and rollers in adhesive driving contact with saidraces for transmitting power therebetween, a carrier for said rollersadapted for angular displacement about the axis of the races, a torqueloading device associated with said races and adapted to generate anaxial pressure to maintain ad- .esive driving contact between said racesand rollers, said torque loading means comprising a pivotally mountedelement and a lever associated with the carrier for the rollers and saidpivotally mounted element and adapted to transmit motion from saidroller carrier to said element, so as to displace it angularly to anextent different from the angular displacement of said roller carrier.

3. In a power transmission system having a toric driving race and atoric driven race and rollers in adhesive driving contact with saidraces for transmitting power therebetween, a carrier for said rollersadapted for angular displacement about the axis of the races, a torqueloading device associated with said races and adapted to generate anaxial driving contact between said races and rollers, said torqueloading means comprising a pivotally mounted element and a leverassociated with the carrier for the rollers and said pivotally mountedelement and adapted to transmit motion from said roller carrier to saidelement, so as to displace it angularly to an extent difierent from theangular displacement of said roller carrier, the fulcrum of said leverbeing adjustable for varying the ratio of displacement between thecarrier and the element.

4. In a power transmission system of the toric race and roller type, atorque loading device comprising a member adapted for displacement bythe resultant of the torques passing through the system, a second memberadapted to generate axial pressure when it is displaced, and a pivotedelement associated with said two members and adapted to transmit thedisplacement of one to the other.

5. In a power transmission system of the toric race and roller type, atorque loading device comprising a member adapted for displacement bythe resultant of the torques passing through the system, a second memberadapted to generate axial pressure when it is displaced, and an elementassociated with said two members and adapted to transmit thedisplacement of one to the other in a fixed proportion.

6. In a power transmission system. of the toric race and roller type, atorque loading device comprising a member adapted for displacement bythe resultant of the torques passing through the system, a second memberadapted to generate axial pressure when it is displaced, and a pivotedelement associated with saicltwo members and adapted to transmit thedisplacement of one to the other in a fixed proportion:

7. In a power transmission system of the toric race and roller type, atorque loading device comprising a member adapted for displacement bythe resultant of the torques passing through the system, a second memberadapted to generate axial pressure when it is displaced, and a pivotedelement associated with said two members and adapted to transmit thedisplacement of one to the other in a fixed ratio, the pivotal point ofsaid element being adjustable so as to vary the said ratio.

8. A power transmission system comprising a driving member and a drivenmember parallel thereto, one of said members carrying a planetary systemand the other of said members carrying a pair of similar toric race androller systems in parallel relation, planetary means for transmittingpower associated with one side of said paired toric systems, a powertransmitting member associated with the other side of said paired toricsystems, and power transmitting means interposed respectively betweenone member of said planetary system and one member of said planetarymeans, and between another member of said planetary system and saidpower transmitting member.

9. A power transmission system comprising a driv'mg member and a drivenmember parallel thereto, one of said members carrying a planetary systemand the other of said members carrying a pair of similar toric race androller systemsin parallel relation, planetary means for transmittingpower associated with one side of said paired toric systems, and a powertransmitting member associated with the other side of said paired toricsystems, and power transmitting means interposed respectively betweenthe outer member of said planetary system and the outer member of saidplanetary means, and between the inner member of said planetary systemand said power transmitting member.

10. In an infinitely variable transmission system comprising races androlling bodies in adhesive contact therewith, a torque loading devicecomprising at least two torque transmitting members angularly movablerelatively to each other and provided with cooperating surfaces forgenerating an axial pressure in proportion to the torque transmittedbetween them, and means in torque-transmitting engagement with each ofthe said two members and adapted to by-pass from the said cooperatingsurfaces a predetermined part of the torque transmitted between the saidtwo torque-transmitting members.

11. An infinitely variable transmission system comprising races androlling bodies in adhesive contact therewith, a torque loading devicecomprising at least two torque transmitting members angularly movablerelatively to each other for generating an axial pressure between theraces and rollers in proportion to the torque transmitted between them,a third torque transmitting member and means operatively connected tothis member and to each of the said two members adapted for transmittinga portion of the torque of said third member to one of said two membersand the remainder of the torque of said third member to the other ofsaid members.

12. In an adhesive transmission system having cooperating races androllers, means for generating pressure dependent upon the torquestransmitted for insuring adhesive contact between saidraces and rollers,means for transmitting torques between said system and said pressuregenerating means, and'means movable relatively to both of the above saidmeans and arranged for by-passing a part of the said torques around thesaid pressure generating means.

13. In a friction transmission system comprisand cooperating rollerstherebetween, means for generating a pressure dependent on thetorquetransmitted thereby and arranged adjacent to one of said races, meansfor effecting a division of the torque transmitted between said race andsaid pressure generating means in ing a division of the a predeterminedratio, portion thereof through ing means.

14. In a variable transmission system comprising a driving memberincluding a driven member, torque transmitting elements and races andcooperating rollers therebetween, means for generating a pressuredependent upon the torque transmitted thereby for insuring adhesivecontact between the said races and rollers, said means being adjacent toone of the said races and in direct driving connection therewith on oneside and in driving connection on the other side with another of saidelements of the said system, and a mechanism comprising rotatable meansin driving connection with one of the above said members and movablerelatively to the said pressure generating means, said mechanism forminga differential connection between the said member with which it isconnected the said race and the said other element for effecttorque ofthe said member between the said race and the said element.

15. In friction transmission system comprising driving and drivenmembers, cooperating races and rollers and torque transmitting elementsforming operative connections therebetween, means for generating apressure dependent upon the torque transmitted between said means andone of the aforesaid elements, means, for effecting a division of thetorque so transmitted in a predetermined ratio, and for passing only aportion of the total torque of the said element through said pressuregenerating means.

16. In a variable transmission system in which power is transmitted froma driving member to a driven member, toric races, rollers intermediatesaid racesand in driving adhesive contact therewith for transmittingpower therebetween, a self-adjustable pressure with one of said races, atorque loading means intermediate said pressure member and said race,means forming a differentially movable connection between said race andsaid pressure member comprising an element in torque-transmittingpivotal relationship to said race and said pressure member respectively,and a driving connection carried by said driving member and pivotallyengaging said element at a point which forms the fulcrum of a lever ofthe first class with respect to the two other pivotal connections ofsaid element.

17. In a transmission system in which power is transmitted from adriving member to a driven member, toric races, rollers intermediatesaid races and in driving adhesive contact therewith so that said racesrotate in opposite directions with respect to each other, a planetarysystem comprising three elements differentially rotatable relative toeach other, one of said elements being connected to one of the abovesaid members, means for transmitting torque between another of the saidelements and those of said races which rotate in one direction, a torqueloading device associated with a race which rotates in the oppositedirection, means for transmitting torque between the remaining elementof the said planetary system and the said torque loading device, andmeans associated with said torque loading device including a membermovable relatively thereto for modifying the pressure generated by saidtorque loading device.

18. A variable speed power transmission comprising a driving member anda driven member parallel thereto, one of said members carrying saidpressure generatand for passing only a a planetary system and the otherof said members carrying a toric race and roller system, means fortransmitting power between one side of the toric race system and one ofthe elements of the said planetary system, gear means carried by theabove said other member, a torque loading device arranged intermediatesaid gear means and one of the said toric races, means for transmittingpower between said gear means and another of the elements of the saidplanetary system, and means movable relatively to the saidtorque-loading device and associated therewith and forming atorque-transmitting path parallel thereto.

19. In a variable transmission, a driving and a driven member, a systemof toric races and rollers therebetween and in adhesive driving contacttherewith; a planetary system comprising a sun element, a ring elementand planetary wheels, intermediate said toric race system and saiddriven member; a driving connection between the sun element of saidplanetary system and one side of the toric race system, a drivingconnection between the said planetary wheels and the said driven member;means forming a driving connection between the other side of the toricrace system and the ring element of the planetary system, said meansincluding a pressure generating device comprising elements movableangularly relative to each other for generating adhesive pressureresponsive to such angular movement; and means associated with said lastnamed elements and movable relatively thereto for modifying the relativeangular movement of the said elements.

20. In a variable transmission system, a driving member, a driven memberand an intermediate shaft carrying a toric race and roller system, aplanetary system in driving connection with the said driven member andwith one side of the said toric race system and with the saidintermediate shaft, a pressure generating device associated with saidtoric race system for generating adhesive pressure, and means forming adriving connection between said driving member and said intermediateshaft and causing relative angular movement therebetween for afiectingthe said pressure generating device.

21. In a variable transmission system, a driving member, a driven memberand an intermediate shaft carrying a toric race and roller system, aplanetary system in driving connection with the said driven member andwith one side of the said toric race system, a pressure generatingdevice associated with said toric race system for generating adhesivepressure, and means forming a driving connection between said drivingmember and said intermediate shaft and causing relative angular movementtherebetween for aifecting the said pressure generating device.

22. An infinitely variable transmission system comprising races androllers in adhesive contact therewith, a torque-loading devicecomprising two members angularly movable relatively to each other andadapted to generate axial pressure incidental to such angular movement,means for transmitting torque to said members to cause such angularmovement thereof, and a torque transmitting member movable independentlyof the two above said members and pivotally carrying elements which arein torque-transmitting engagement with each of the above said twomembers.

23. An infinitely variable transmission system comprising races androllers in adhesive contact therewith, a torque-loading devicecomprising two torque-transmitting members angularly movable relativelyto each other for generating the adhesive pressure between the saidraces and rollers, elements in torque transmitting engagement with eachof said two members, and a third torque-transmitting member movableindependently of the said two members and pivotally connected to thesaid elements, said pivotal connection being spaced in between thepoints of torque transmitting engagement of the said elements with thesaid two members.

24. In a variable speed power transmission mechanism of the toric discand friction roller type, in combination, coaxial toric discs, frictionrollers cooperating therewith and movable angularly to vary the speedratio of the mechanism, torque-actuated cam mechanism cooperating withthe disc and roller assembly to apply tractive pressure thereon,torque-transmitting levers extending between the cam mechanism and thedisc and roller assembly and spaced apart around the axis of the discs,shiftable fulcrums for the levers, and a torque member cooperating withthe fulcrums for transmission of torque between the torque member andthe levers, said fulcrums being shiftable along said levers.

25. In an infinitely variable transmission system, a variable speed unitcomprising at least a pair of rotatable races and rolling bodiesintermediate said races and in adhesive contact therewith, a torqueloading device adapted to produce adhesive pressure between said racesand said bodies, and means independent of said unit to deliver a portionof the torque to said unit and the other portion of said torque to saidtorque loading device.

.26. In an infinitely variable transmission system, the combination of avariable speed unit comprising at least a pair of rotatable races androlling bodies intermediate said races and in adhesive contacttherewith, a torque loading device adapted to produce adhesive pressurebetween said races and said bodies, and means to deliver a. portion ofsaid torque directly to said unit and the remaining portion of saidtorque to said unit through said torque loading device.

27. In an infinitely variable transmission system, the combination of apair of races and rolling bodies intermediate said races, a torqueloading member capable of angular movement with relation to one of saidraces which is adjacent to said torque loading member, and means adaptedto deliver torque directly to said adjacent race and to said angularmovable torque loading member.

28. In an infinitely variable transmission system, the combination of apair of races, rotatable bodies intermediate said races and in adhesivecontact therewith, torque loading means adapted to produce adhesivepressure between said races and said rolling bodies, and driving meansadapted to deliver a portion of the driving torque directly to one ofsaid races and the remainder of said driving torque to said torqueloading device to operate the same.

29. In an infinitely variable transmission system, the combination of apair of raceway members, rolling bodies in adhesive contact with saidraceway members, means to apply torque to one of said raceways, saidmeans comprising a torque loading device adapted to apply a portion ofsaid torque to increase the adhesive pressure between said members andsaid rolling bodies.

- RICHARD ERBAN.

